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post #1 of 9 (permalink) Old 02-27-2017, 07:55 PM Thread Starter
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A new newbie with V6 questions

Hello folks! I bought a 1997 Thunderbird with a blown up V6. I also have a new 4.2 short block, w/o heads. I was wondering if anyone has put single port heads on the 4.2, as the previous owner had the heads redone already. That would be the ideal way for me to go, as these parts are all new, and paid for. Any advise would be appreciated.
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post #2 of 9 (permalink) Old 02-27-2017, 09:27 PM
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It will work, but by losing the split port heads you will be leaving a lot of power on the table. A 4.2 split port engine makes about 200hp. With the single port heads, you will only be making about 150hp. If the goal is just to get the car back up and running, then that will work fine, but if you are looking for a performance gain, then it is a waste putting the single port heads on.

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post #3 of 9 (permalink) Old 02-27-2017, 11:48 PM
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Originally Posted by MadMikeyL View Post
It will work, but by losing the split port heads you will be leaving a lot of power on the table. A 4.2 split port engine makes about 200hp. With the single port heads, you will only be making about 150hp. If the goal is just to get the car back up and running, then that will work fine, but if you are looking for a performance gain, then it is a waste putting the single port heads on.
MadMikey:
In going with the "just get it up and running" theme, would his ECU deal with the increase displacement of the 4.2L with the stock tune? I know going splitport dictates higher flowing injectors which dictates a new tune but if he stays singleport, can the stock SW deal?

I know from experience that the 5.0's stock tune can deal with being bored out 30 over but a "306" is ~1% increased displacement. In this case though, we are talking about a 10% displacement gain.

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post #4 of 9 (permalink) Old 02-28-2017, 12:40 AM
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Hey Gun would my ECU with the tune that I purchased from your 1993 T-Bird work on his 97? Let me know ill sell it if he needs it.
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post #5 of 9 (permalink) Old 02-28-2017, 02:18 AM
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The stock software can adapt the fuel curve up to 25%. It wouldn't be ideal without a tune, but it would work for a daily driver.

-91 Cougar LS, coming soon, complete overhaul with a 427" Windsor.
-90SC 5-speed, MP2, coated rotors, double intercooler, 15%OD, ported heads, comp stage 1 cam, 85mm TB, 90MM LMAF, 80# injectors, soon to be transplanted into...
-90 XR7 5-speed black on black w/sunroof
-98 Mark VIII LSC, Procharger P600b, TR3650 swap and 3.73s.
-70 Torino GT Fastback project car. Needs EFI and a manual trans, but I'm not sure what motor to go with yet.
-"Your buddy Mike is INSANE!" -ClintD's dad
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post #6 of 9 (permalink) Old 02-28-2017, 06:05 AM
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Hey Gun would my ECU with the tune that I purchased from your 1993 T-Bird work on his 97? Let me know ill sell it if he needs it.
No. The 97 is OBD-II and uses EDIS vs. the distributor and OBD-I equipment of the 93.

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post #7 of 9 (permalink) Old 03-01-2017, 11:32 AM
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I was told by Dave Dalke that my splitport would run on the OEM tune if I kept the stock injectors/MAF. He said the displacement wasn't much of an issue. On that note I'd be comfortable to say you can run the single-port 4.2 with the stock MN12 injectors and MAF from your engine and it will work.

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post #8 of 9 (permalink) Old 03-01-2017, 03:27 PM
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I was told by Dave Dalke that my splitport would run on the OEM tune if I kept the stock injectors/MAF. He said the displacement wasn't much of an issue. On that note I'd be comfortable to say you can run the single-port 4.2 with the stock MN12 injectors and MAF from your engine and it will work.
Certainly, the MAF sends a voltage that the PCM uses a table called the MAF transfer function to determine how much air is entering the engine from. From that it determines how long to set the injector pulsewidth to in order to deliver the right amount of fuel using fuel flow characteristics information about the injectors in the program.

As long as the MAF transfer function matches the MAF sensor's characteristics then the right air value will be calculated. Likewise, as long as the injectors deliver the same amount of fuel in a given moment of time as the data in the PCM represents, the correct fuel delivery for the expected air quantity will be delivered.

The PCM also uses the MAF voltage, programmed engine displacement data, and RPM (along with other data, such as air and coolant temperature) to determine the spark advance. This will be off by a margin even with the right MAF and injectors, but will likely be close enough to run. If there's too much spark running premium fuel may help abate some of the pre-ignition issues; barring that the octane adjust plug may be pulled to pull more timing.

All in all though, the best solution really is to get the proper program for the vehicle since enough about the engine has changed significantly enough to necessitate a change to one of the big three (fuel, air, or spark) for best performance.

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post #9 of 9 (permalink) Old 03-01-2017, 03:36 PM
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I agree. If it were me I'd go splitport with a tune. That's actually what I have done on both of my v6 cars.

1994 Thunderbird - 2000 4.2L M5R2 now on the road!!

1995 Thunderbird - 2002 Alum 4.6L SVO - Awaiting transplant... (Parts donor)

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